Engine control apparatus for starting, stopping, running, and reversing



Dec. 25, 1951 R. R. STEVENS 2,580,369

ENGINE CONTROL APPARATUS FOR STARTING, STOPPING, RUNNING, AND REVERSINGFiled Jan. 29, 1949 3 Sheets-Sheet 1 Hill Di rechonal lmerlock DeviceAswern Comrol Pipe IN VEN TOR. Roy R. Stevens BY ATTOPNE Y Dec. 25,19517 STEVENS 2,580,369

ENGINE CONTROL APPARATUS FOR STARTING, STOPPING, RUNNING, AND REVERSING5 Sheets-Sheet 2 Filed Jan. 29, 1949 Pipe m AsTern Confrol 55ldlin Fuel16 F 0 50 5 Off a 5 6i F is 1 v 1 R90 J '1b7-- 12' 5o JNVENTOR.

Roy R, Stevens A TTORNE Y Dec. 25, 1951 STEVENS 2,580,369

ENGINE CONTROL APPARATUS FOR STARTING,

STOPPING, RUNNING, AND REVERSING Filed Jan. 29, 1949 3 Sheets-Sheet 3519 5 ldl'n 51 520 515 Flle l 502 off Idlinq Fuel f o Full Idlin 22 FullI) 1 OH figi Fig.4 204516 Flle Fuel 5 22 Fuel I OH 1 605 602 5 151 km" 4or 608 609 616 1 517 65 600 504 501 5 5 151 or 65 22 255 of of v 552 99- INVENTOR.

Roy R. 55909118 BY A 7' TORNE Y Patented Dec. 25,1951

",ienouvn CONTROL APPARATUS FOR STAB-T- mg, srorrmo, RUNNING, ANDREVERS- Roy R. Stevens, Forest Hills, Pa., assignor to Thisinvention'relates Westinghouse Air Brake Company, a corporation ofPennsylvania Application January 29, 1949, Serial No. 73,556

1 V to control apparatus and more particularly to the fluid pressuretype for controlling a plurality of different-operations in a desiredsequence, such as is required in concamshaft .2 is adapted to be drivenin proper phase with the crank shaft 1 in the usual manner foroperatingconventional engine valve mechanism (not shown) to'permit the'engine tobe startedby compressed air for operation in either 18 Claims.

I direction of rotation,

2 V v to, for instance, drive a ship ahead or astern. The cam shaft 2may have the usual forward cams (not shown) to provide for operation inone or an ahead direction and trolling a reversible diesel engine. 5 mayhave the usual reverse cams (not shown) to The -principal object of theinvention i'sjth'e provide for operation in theireverse or .asternprovision of an improved fluid pressure control direction. In the.well-known manner, the cam apparatus which is operable in response tomanshaft 2 may be shiftable axially inone direction 'ual adjustments ofa-single operator's control to a position for rendering the forward cams"lever to effect, automatically,aplurality'of-differ- 1.9 efiective tooperate the engines valve or timing ent operations in a desiredsequence, suchior gear, and in the opposite direction to anotherexample, as are incident to eflecting the starting, position forrendering the reverse cams effecstopping; reversing, etc., of areversible diesel tive to operate said gear. I engine. 7 Thereversibleinternal combustion engine may According to a main feature ofthe invention, further comprise a fuel control shaft 3 operativetheapparatus comprises means for effecting 1y connected to fuel controlvalve means (not automatic cut-ofi of supply of starting air'totheshown) for regulating the quantity of fuel supengine when the engine begns to run on fuel, plied to the n n ylinders by way of fuel infthereby'conserving a considerable amountof jection nozzles or the like (notshown). "The starting air and therefore the eiipense' of c'omcontrolshaft 3 is secured for turning movement pressing same, I: by a fuelcontrol lever 4 which may be disposed Other objects "and advantages willbe apparfoutside the engine. The lever 4 is adapted to be cut from the'following more detailed description moved to a Fuel off position,indicated by a "of the invention. dotand-dash line so titled in thedrawing, in In the accompanying drawings; Fig. 1 is a diawhichpositionthe fuel control valve means is so grammatic'view, partly insection and partly in conditioned as to out ofi supply of fuel to theoutline, of a fluid pressure control apparatus emengines cylinders. Bycounter-clockwise turnbodying the invention; Fig. 21s a plan, fragmeningmovement of lever 4 from its "Fuel off positary view of an operator'scontrol device com-- tion, as viewed in the drawing, toward and toprised in the apparatusshown in Fig. 1,; Fig. 3 a Full 'fuel position,in which position it is isa cross-sectional detailed view ofadirectional shown in the drawing, fuel supp y o the engine interlockdevice shown in outline in the structure cylinders may be increased to amaximum amount shown in Fig. '1; Fig. 4 is a diagrammatic view,corresponding .to said fFull fuel position. An substantially in outline,of asecond'fluid pressure Idling fuel position, intermediate Full fuel"control ap ar tu e bodying the invention; and position and "Fuel offposition, may be assumed Figs. 5, 6 and 7 are diagrammatic views oralter by lever 4 to efiect delivery to the engines cylinnatearrangements whereby a'hydraulic speed tiers of an amount of fuelsufiicient to sustain governor device ma be employed in lieuof aoperation of the engine at n lin p speed governor device of the typecomprised in The control app s embodying t e in enh flpp s as shown inFigs. 1 and 4 '40 tion may comprise a speed governor device 5 .op-

' 4 erable in the usual manner through a driven P e -F c connection withthe crank shaft l to control the c The reversible engine (not shown) mayoomamount of fuel supplied to the engine and thereprise' the usual crankshaft 1, only a portion of by power or speed of said engine throughposiwhich isshown in the drawing, and a cam shaft tioning of the fuelcontrol lever 4 in accord with it, a portion of which is shown also inthe drawthe ,speed setting of said governor device. An i g- "The crankshaft 1 may be operably conactuator in the form of speed controlcylinder nected to the pistons (not shown) of the engine device 6 isarranged to control the speed setting and op'eratively connected to apropeller or proofthe governor device 5 accordingto the pressure pellers(not showmof a, ship, for example. The '51) of fluid supplied to saiddevice 6. In a, ellknown manner, the pressure of fluid in the speedcontrol cylinder device 6 may be varied from a station remote from theengine, such as in the pilot house of a ship by means such as a self-5J5 lapplng'speed control valve device I comprised in brake I5. I

an operators control device 8 located at such a station. A speed controlpipe 9 is provided tr.

convey fluid under pressure between the speed control valve device I inthe pilot house and the speed control cylinder device 6 at the engine.

To condition the engine for operation. in one direction or the other,the control apparatus is provided with the usual cam shift cylinderdevice mounted on or with the engine and operatively connected to thecam shaft 2 for shifting position of same according as whether it is.desired to operate the engine in one direction'of rotation forpropelling the ship ahead or to operate the engine in the oppositedirection of rotation for propelling the ship astern." The cam shiftcylin-:

der I0 is arranged to be controlled by the operators control device 8 inthe pilot house according to pressure conditions established by saiddevice 8 in ahead and astern control pipes H and I2 which extend betweensaid device 8 in the pilot house to the engine remote from said device8.

According to a feature of the invention embodied in the structure showninFig. 1, means in the form of a maintaining cylinder device I3 and amaintaining valve device [4 are provided at the engine for assuring thatthe cam shift cylinder device It will be maintained in a previouslyassumed position .calling for operation of the engine in a correspondingdirection even though pressure of fluid in the controlpipe II or 12Should fail accidentally, as willbe pointed out in detail hereinafter.

A fluid pressure operated brake I5 is provided in the control apparatusfor applying a restraining force to oppose rotation of the crank shaftfor-decelerating the engine. A relay valve device I6 is provided forcontrolling supply and release of fluid under pressure directly to; andfrom the A fluid pressure operated fuel cut-off cylinder device I! isprovided for effecting cut-off of fuel to the engine when stopping orreversingsame.

A directional'interlock device l8-is adapted and arranged to controloperation of the brake l5, by way of a brake interlock device [9, andoperation of the fuel cut-01f cylinder device l'i, as will be describedin detail hereinafter, according to direction of rotation of the enginecrank .shaft l.

A'starting air control valve device is provided for controlling supplyof starting air to the engine. A starting interlock device 2| isarranged to control operation of the starting air control valve device23, the brake interlock device I9, and the directional interlockdevice1l8. "The starting interlock device 2! is in turn controlled bythe directional interlock device 18 and a starting air cut-off valvedevice 22 by way of a double check valve device 23. As will be pointedout hereinafter, according to one of the features of the invention, thevalve device 22 is arranged to be operable to effect cutting off of thestarting air to the engine'after same starts running on fuel.

A cam shift interlock device 24 controls fluid under pressure supplytothe starting interlock device 2|. The cam shift interlock device24 isarranged to be controlled bythe cam shift cylinder device ID by wayof aninverse double check valve device 25 in such a manner that inreversingdirection of operation of the engine, the brake l 5 will be released andstarting air supplied to the engine automatically at the time the camshift cylinder device III has completed shift of the cam shaft 2 tocondition: the engine-for. operation. in

4 a reverse direction, as will be described in detail hereinafter.

In more complete detail, the speed governor device 5 may, for thepurpose of illustration, comprise a head 3| in which a plunger isslidably mounted. Twocentrifugal governor flyball arms 32 are pivoted onpins 33in the head 3| and are operatively connected to a collar 34secured to the plunger 30. The head 3| is operably connected by gears35, 36 to any suitable rotary part of the engine, such as the crankshaft l. The plunger 30 is pivotally connected at 31 to one end of alever 38, the opposite end of which lever is operatively connectedthrough a. link 39 and pin connections 40, 41, to the fuel control fuelposition and the plunger 30 downwardly, as

viewed in the drawing. Initial tension of the spring 44 will determinethe speed setting of-the governor device 5 and such tension or settingis arranged to be controlled by the cylinderdevice 6, as will bedescribed herein subsequently.

In operation of the governor device 5, ifthe engine is idle and theshaft l yet to turn, there Will be no force acting through the plunger30 on lever 38 at one side of pin 43 tending to oppose action ofthetension spring 44 on said lever at the other side of said pin, sothatthespring 44 will maintain the lever 38 so positioned as to hold thefuel control lever 4 in its F'ull fuel position, in which position it isshown in the drawing. As will hereinafter become obvious, the speedcontrol cylinder device 6 is so positioned, when pressure of fluid inthe pipe 9 is at atmospheric as determined by position of the speedcontrol device 1, as to ,call for minimum initial tension of the spring44 acting on lever 38, corresponding to an idling speed setting of thegovernor device 5, tending to hold the fuel control lever 4 in its Fullfuel" positions It should be pointedout, however, that this mini 'mumtension of sp'ri'ng'44 is sufficiently great as to maintain the fuelcontrol shaft 4 in its Full fuel, position even though the engine may beturning over on starting air. While the engine is turning over onstarting air, the crank shaft I will turn, as will the governor head 3|and arms 32, and the arms 32 ill cause a force to be exerted upwardly onplunger 30 through the collar 34 tending to effect rocking of lever 38counter-clockwise about pin 43, but such force of rod 30 at thistime,that is while the engine is being turned over on starting air, will notbe sufficient to effect such rocking of the lever 38 and the'fuelcontrol lever 4 will remain in its Full fuel position. With the spring44 thus set for minimum tension corresponding to an idling speed of theengine,.when the engine fires and starts to run on fuel supplied theretoin a miximum amount in accord with the Full fuel" position of the fuelcontrol lever 4, the engine speed will tend to increase rapidly over itsprevious speed when being turned overon starting air. As the enginespeed increases above starting speed, and the-crank shaft l and governorhead 3| therefore-increasing inrotational speed, the arms. 32 rotatingwiththe head 3| will cause a force, through centrifugal action, to beexerted on plunger 30 and thereby lever 38 which will overcome action ofspring and move-thei'ul control shaftl out of its Full fuel position inthe directionof Idling fuel" position, tending" toreduce'the amount offuel to the englue and thereby its speed, which position said shaft 4will assume when abalance is attained between the'effect ofspringfltacting on lever -3'8 "at one side-of pin 33 and the effect ofplunger 30 acting on the other side of said pin on lever 38; Once suchbalance has thus been established, so long as the tension of spring Mremains set for minimum initial tension, as above described, the enginewill continue to run at its-idling speed in accord withsetting of thefrielcohtrol lever A inits Idling fuel position, for a given loadcondition on crank shaft I} By subsequent'increase in tension of spring4d through operation of: speed control cylinder-devices, the speedsetting of governor device 5' maybe increased said spring will thencause movement of fuel control ilever 4 toward the Full fuel positionand therebyincrease the speed'of the engine until a. balancev betweenaction of said spring" on lever 38 -sagain-reaclies a balance with theaction of plung'ertll on said lever 38. When speed control cylinderdevice 6 causes a maximum initial tension of thespring 4d, thegovernordevice 5 will efiectpositioning' of the fuel control-lever 4 in the.direction of Full ruel" position to inc'rease the speed of the engine:until a'balance in lever .38 is again attained between the action ofspring and of therod 30'. In any speed setting of the governor device 5,as determined by tension of the spring-44, said device 5 will functionto maintain such speed of operation of the engine. If, while the engineis operating at a certain speed, a change in load on the engine occurs,such "as an increase in load forexample, speed of rotationof crank shaftl and governor head-3| williitend to decrease, thereby tending to reducethe force exerted through centrifugal action by plunger 30 on lever- 38and allowing spring 4 3 to move lever 4 in the direction or" Fullfuelposition to. supply more fuel to the engine to maintain its speed asdetermined by the speed setting "of the governor device under theincreased load. Conversely, for example, the gov.- ernor device -5 willeffect adjustment of the position of the-fuelcontrol lever t to decreasesupply of fuel to'the engine for maintaining a speedthereof in accordwith the-speed setting of said governor device in :event that load onthe engine should be reduced during operation of said engine. v R

' The speed control cylinder device 6, for sake oi illustration, maycomprise a casing havinga piston 49 slidably disposed therein andsubject opposingly topressure of fluid in apressure chamber 50 opentopipe 9 at its one side and to force of a compression spring 5| in .achamber 52-open to atmosphere on its opposite side. The piston 49 isoperatively connected to one end of the tension spring 44 through apiston rod 53. Spring 5| urges the piston 49 toward a position indicatedin the drawing by a dot-and-dash line titled Idling speed position inwhich the initial ten.- sion of spring 44 isat itsminimum value callingfor idling speed of the governor device 5 as aforedescribed. By anincrease in pressure in chamber 50 up to a maximum value, the piston maybe caused to assume positions in the direction of chamber52 toward andto a'limit position indicated in the drawing by a dot-and-dash linetitled Full speed, and thereby efiect increase in the initial tensionofthe spring ld' up we maximum .for increasing thesp'eed setting of thegovtumor device "5, .as will be appreciated from previous description.Bysubsequent controlled reduction in pressure of fluid in chamber -50,

through release of fluid under pressure via pipe 9, the initial tensionof spring 44 may be reduced as piston 49 returns toward and to itsIdling speed-position. It will be appreciated that any position ofpiston 49 between Idling speed and Full speed may be effected inaccordancewith pressure of fluidin chamber 50.

vIt will be seen, therefore, that the speed set ting of the governordevice 5, hence speed of operation of the engine while running on fuel,will be in accord with the pressure of fluid in the speed control pipe 9connected to the chamber ell in the speed control cylinder device 6; aminimum pressure such as atmospheric pressure, for

example, will correspond to an idling speed 'setting ofthe governordevice 5 and a maximum pressure of eighty pounds, for example, maycorrespond to a full speed setting of said governor device. 1 I

The self-lapping valve device 1 associated with the .operators controldevice 8 for effecting variations in pressure of fluid in the speedcontrol pipe 'Smay comprise a casing Bil secured to a body 6! of device8, having a fluid pressure supply cham'- ber. 6.2 connected to a sourceof fluid under pressure'such as a reservoir l5t by way of. a pipe I53, areducing valve I52, and a pipe 15L The casing 69 may also have adelivery chamber 68 connected to the speed control pipe 9, and. anexhaust chamber 69 open to atmosphere by way of a port 79. .A supplyvalve seat element 1!, attached to an operating stem 12, is adapted andarranged for reciprocable movement within the casingGU. Element "II ishollow intermediate its ends, and its interior forms a chamber 13opening to the supply chamber 62 by way of ports 74. The element H isalso adapted to open its chamber 13, and .thereby 'supplly chamber 62,to the delivery chamber 68 by way of a central opening in said element.A supply valve 16, in the form of a metal ball, is disposed in thechamber 13 to cooperate with a seat formed in element 11 encirclingopening I5 for controlling communication between said chamber 13, hencesupply chamber 52, and the delivery chamber 88 by way of opening 15, Abias spring ll disposed in chamberls is arranged to urge the :supplyvalve 16 toward .a seated position closing the passage 15 to saidchamber 13.

An exhaust valve seat element 18, secured for re ciprocable movementwith deflection of a dia phragm i9, is adapted to open at its one end tothe delivery chamber 58. Valve seat element 78 extends through thediaphragm 79 and into the exhaust chamber 69. A central opening 80extends from end to end of the seat element 78 to form a communicationfor conveying fluid under pressure from the delivery chamber 68 to theexhaust chamber 69. An exhaust valve 8!, similar to supply valve 16 andattached thereto by means of a rod 82, is disposed in chamber 68tocooperate. with a seat formed in element l3 encircling one end ofopening-88 for closing said chamber 68' from said opening 80 and therebyfrom the exhaust chamber 69. A bias spring 83 is disposed inchamber 68and interposed between elements H, 18 for urging stem 72 outwardlythrough the casing for engagement with a cam 8d. The diaphragm I9 issubject opposingly to pressure of fluid in a diaphragm chamber 85 on itsone side, which chamber is constantly open to delivery chamber 68 via aport 86, and to force of a control spring 81 disposed in exhaust chamber69 on its opposite side. Control'spring 81 determines the degree ofdeflection of diaphragm I9 for any given pressure of delivery fluid inchamber 85. Initial compression of the control spring 8'1 may be variedby'adjustment of position of a spring seatelement 88 through turning ofa knurled handle 89 disposed outside the casing.

In operation of the self-lapping speed control valve device I, when stemI2 is moved inwardly of the casing 60 a certain distance, the attachedseat element II is moved downwardly, as viewed in the drawing, while thesupply valve seat formed in the end of element II is moved away from thesupply valve IE. At this time, the supply valve 16 does not move withelement H due to seated engagement of the exhaust valve 8| on element I8which is yet to move. After the supply valve seat in element II thusmoves away from the supply valve I6, supply chamber 62 is opened todelivery chamber 58 and pipe 9, by way of the ports I4, chamber 13 andopening 15 in element II. Fluid under pressure from pipe I5I connectedto supply chamber 62 will then flow to the pipe 9 and to the chamber 50in speed control cylinder device 6, where the pressure of fluid thuswill be caused to increase for increasing the speed settingofthe speedgovernor device 5, as will be appreciated from previous description.Again in the self-lapping valve device "I, a corresponding increase inpressure of fluid will occur in diaphragm chamber 85 by flow offluidunder pressure from delivery chamber 68 through the opening 86, whichincrease in pressure in the diaphragm chamber 85 will cause'defiectionof the diaphragm 19 against action of the control spring 81 in thedirection of chamber 69. This deflection of the diaphragm I9 will carrythe exhaust valve seat element I8 with it. Bias spring 11 will cause thesupply valve I6 and exhaust valve 8| to follow the movement of seatelement 18, while said exhaust valve remains seated on element 18,maintaining the respective end of opening 80 therein closed until saidsupply valve reseats on its seat in element II, at which time furthermovement ceases. Upon seating of the supply valve 15, the supply chamber62 is again closed to thefldelivery chamber 68 and further increase inpressure in said delivery chamber and thereby in the diaphragm chamber85 will cease at this time. In absence of further increase in deliverypressure in the diaphragm chamber 85, the pressure force on one side ofthe diaphragm I9 will balance with the spring force on its opposite sideand further deflection of said diaphragm will cease at this time, withthe supply 'valve 16 and exhaust valve 8| seated. If stem I2subsequently is moved inwardly of casing 60 a greater amount, element'I'I again will be moved downwardly to unseat from the supply valve 16and the above described action will repeat, with a resulting increase inpressure of fluid in the delivery chamber 68 and hence in the speedcontrol pipe 9 to call for corresponding increase in the speed settingof the governor device 5. The pressure of fluid thus obtained in thedelivery chamber 68 and pipe 9 will vary in proportion to the degree ofmovement of stem I2 inwardly of the casing 60.

If, subsequently, the operating stem 12 attached to seat element II indevice I is allowed to be moved outwardly of the casing 60 by action ofspring 83 to a more extended position, the supply valve 16 and attachedexhaust valve 8| will be carried with said element. The exhaust valve BIthus is unseated from seat element 18, uncovering the respective end ofopening-80, there.-

by allowing fluid under pressure in delivery chamber 68 to flow tochamber 69 and .to 8.1711105? phere. Delivery pressure in chamber 68 andpipe 9 is caused to reduce, and suchv reduction, reflected in diaphragmchamber 85, allows the con.- trol spring 81 to deflect the diaphragm I9upwardly, as viewed in the drawing. Upward deflection of the diaphragmlscarries the element I8 into engagement withv the exhaust valve 8|. againclosing on the upper end of the opening 80. The delivery chamber 68 thusagain will be closed to the exhaust chamber 69 and further reduction indelivery pressure thereby terminated at this time. Under such condition,the diaphragm I9 ceases further deflection, and both the supply valve I6and the exhaust valve 8I remain seated. A reduced delivery pressureinaccord with extendedposition of the operating stem 12 thus is secured.

It will be seen now, that by adjustment of the position of the operatingstem I2 in the speed control self-lapping valve device I, variationsinpressure of fluid in the speed control pipe 9 and thereby in chamber 50in cylinder device 6 may be effected for controlling the speed settingof the governor device 6 accordingly.

The operator's control device 8, in. addition to comprising the speedcontrolself-lapping valve device I also may comprise ahead, astern andstart valve devices I00, IOI, I02 respectively, within the body 6 I, aswell as means for actuating said devices through movement of a singleoperator's control handle I03 which also controls the speed controlvalve device I, as will be pointed out.

The valve devices I00, IOI, I02 may be identical in structure, eachcomprising a fluid pressure supply valve I05 contained in a chamber I06and arranged to control communication between said chamber I06 and achamber I01 through an opening encircled by a seat provided for engage;ment by said valve to closesaid communication. A spring I08 in chamberI06 acts on the valve I05 for urging it into contact with its seat. Thevalve I05 is connected by a stem I09, extending with clearance throughthe valve seat, to a release valve seat element I I0 which is slidablymounted in a suitable bore in the body. A central opening III extendsthrough the valve I05, stem I09 and seat element I I0 to serve as acommunication for connecting the chamber I05 to anexhaust chamber I I2which is open to atmosphere by way of a port H3 in the body 6|. Arelease valve H4 is disposed in the exhaust chamber I I2 for seatingengagement with the seat element IIO to close chamber I06 from thechamber I I2 by way of the opening I I I. The release valve I I4 may beactue ated, through the medium of a stem II5, into such seatingengagement with element H0 and thereby effect unseating of the supplyvalve I05.

In each of the several valve devices, the cham,- ber I0! is connected toa reservoir 63 by way of a passage 64 in the body 6 I, a pipe 65, areducing valve 66, and a pipe 61, so that each chamber I01 will beconstantly supplied with fluid: under pressure when the system is inuse.

Chambers I05 in the ahead and astern'valve devices I00 and IOI areconnected to the ahead and astern control pipes II and I2, respectively,leading to the maintaining cylinder device I3 and to the directionalinterlock device I8. Chamber I03 in the start valve device. I02 isconnected to a start control pip-e I20 leading to the cam shiftinterlock device 24. I C

Disposed transversely to the projecting ends of the stems. II 5 ofthevalve devices Inn-"and 91 mtand of thezsteirr 12:01. the valve deviceIf is a. hollow control shaft H6 whiclrisv suitably 1011!. naled atitsropposite ends in a cover secured to the bodv'lil. A: plunger I I1:is slidably mounted in the control. shaft *1 I6 with. itsv left-handend; projecting outwardly beyond. the adjacent; end of the-controlshaft. parallelto the; stem 50f the start valve device I282. A hollowcam shaft: tI8is sleeved. onto and secured to the Control. shaft H6,bearing at: opposite. ends againstthecover and thereby holding both:shafts Ill-6, I18 1 portion I I 9' of. the-operators.- control: handle:H131 which: is pivotally mountedona pin 'IFZ'I' carried by "a lug; I 22projecting upwardlyfrom. the cam:

shait- 8.. In: the lower end portion; H9101 the: oontrol'handle isaislot I23. withinwhi'chris dis-- posed a transversely extendingpinaI24: which is secured toplunger I I 1.. It will be. seen. that rock--ingxof. the operators control handle I635 about the pink I21. in a:direction longitudinally of the cam shaft :8 will". shift the plungerII'I length-.-

wise withinthe. control: shaft H 6; while movement of. said lever in" adirection about: the: axis: of said cam: shaftwill rotate said cam.shaft without effecting. endwise movement of plunger 1. v=The control Ihandle I03 extends through a gui'dezslot I 25: in. thercover whichprovides adefinite path for movement of said lever. Thisslot'isshownainv plan. view in Fig". 2- of thez'drawing andicomprises a.central portion to: permit move-- ment of the handle I03: in. adirection circumferentially of the cam-shaft- I I8. Adjacent to one endof the slot. I-25 a short slot 126-. is provlded'a-t right angle to saidslot I25, while: ad'- j'acent to the opposite'endjof saidsl'ot I25 thereis; another short slot,- I-21 extending in the same direction andparallel to slot- I26. The slots I23, [2:1 provide for rocking movementof theoperators handle I03 about pin I24 for' moving, plunger ,IIIoutwardly of the central shaft H. The cam 84 is secured to earn shaft.H8 for turning movement. therewith. Camslw; I3!" are also secured. tosaid. shaft H8 for operative engagement with. stems: I of, the ahead andastern valve devices IUD-and; IBI, respectively. A lever [-32 isvarranged to operatively connect the plunger II I to the stem II5 of thestart valve device 102-. r

Referring toFigs. land 2 in the drawings, in a. Stop position of handleM3, the cam.'84 will beso positionedas to condition the speed: controlvalve device forestablishing a minimum pressure of fluid inv thespeed. control pipe 8,.- such as atmospheric pressure-for example. Atthis time cams l3!) and I3! will be in such-positions,- in. whichpositions they are shown-in the drawing, as to hold the respectivesupply valves 1&5 unseated through seating engagement of therespective-release valves H4: attached to stems; H 5... 'I he supplyvalve I05 in the start valve device I02 will be closed and the releasevalve I I41 ;therein.willbe open. In Stop position of. handle I63, withthe system inoperation, fluid under pressure from reservoir 53 willcharge both the ahead and astern control pipes II and I! by wayof the;unseated supply valves 455' in the valve devices mo and IllI, whilethestart control line [.20 will be vented to atmosphere. by

device I02 I If handleIM-ismoved outof its .'Stop"posi-= tion in slotI25 in the direction marked Ahead? toward and to a Run. andidle."position the cam shaft I I8 and cams 8'4, 138 and I31 will be turnedwith said handle. Cam 84 is so shaped as to maintain the speed controlvalve device 1- adjusted to -maintain minimum: pressure in the speedcontrol pipe 9 duringsuch movement, while cam I3-I will maintain thesupply valve I-ll5- in the ahead valve device ms unseated so that the.ahead control pipe II will remain charged, and the. cam I30 will allowspring. I98 in theastern control device IflI to close the" correspondingsupply valve therein and allow fluid under pressureto unseat therespective releasevalve l M to vent fluid under pressure fromvtheastern; control pipe l2 to atmosphere. If handle lot-is moved fromAhead Run and idle into slot l2! to the Start position therein, throughresultant outward movement of the plunger II'I acting through the leverI32, the release valve II4 in the start valve device I52 will be .closedand the supply valve I therein will be unseated toallow fluid underpressure from reservoir 63 to flow into the start controlpipe.-I2l!.--When-the. handle Ifl3 is moved out of slot-I21- back to slot I25 toAhead Runand idlev position, the plunger II! will be retracted inwardlyand, actingthrough lever I32, will allow. sprin Ill-8. in the startvalvev device I02 to close the supply valve I65 and wi-ll'allow fluidunder pressure in the. start control pipe L28 to unseat the releasevalve H4 and vent to atmos-- phere. If handle-l I93 is. moved from.Runand idle to: or toward -Full speed? position, came 84. will turn. with.shaft us connected .to said handleandthereby adjust position of stem '72accordingly to call for'an increase inpressure of fluid in the. speedcon-trolpipe 9 upto a maximum corresponding. to Full speed position ofsaid handle. Return. of handle Hi3 toward or to Run and idle. will.cause the speed controlvalve. device I to effect reduction of thepressure of fluid in. the speed control. pipe 9 accordingly. As-long asthe. handle I133 isin some position on the Ahead side of. Stop position,the ahead control-pipe II will remain charged with fluid under pressurewhile the. astern control pipe t2 will remain vented to atmosphere. Uponreturning, handle I03 to Stop position, again both the. ahead. andastern con-trolpipes. H; and l-Z will. be charged with fluid underpressure while the start control pipe IZll and the speed control. pipeare: vented toatmosphere.

If the handle N13 is moved out of Step position. to any position in theAstern direction; cams I 30 and I3I will so position valve devices I[Ill-and Ml as to maintain the ahead control pipe H vented to atmosphereand asterncontrol pipe I2 charged with fluid under pressure. Similar to.previous description, if handle I93 is moved into slot: I26 to Startposition therein, the start valve device Illa will be caused to efiectsupply of fluid. under" pressure to the start control pipe I20, and suchsupply will be terminated and said pipe vented toatmosphere when handleI03 is'returned to slot I25. As before, if handle its is movedtopositions to and between Run and idle" and Full. speed positions onthe Astern" side of Stop position, cam 84 will effect adjustment of thespeed, control valve device I to. establish pressure of fluid in thespeed control pipe 9 accordingly, between a minimum pressurecorresponding to said Run and idle position and a maximum. pressurecorresponding to said Full 11. speed position. Between Stop position andRun and idle position of the handle I03 on the Astern side of Stopposition the speed control valve device 1 will remain adjusted tomaintain a minimum pressure of fluid in the speed control pipe 9. I

The cam shift cylinder device I may be of the usual structure and forsake of illustration may comprise a hollow cylindrical casing I40 havinga cam shift piston I4I slidably disposed therein and dividing theinterior of said casing into a pressure chamber I42 at one side and apressure chamber I43 at the opposite side. Piston MI is operativelyconnected to the engine cam shaft 2 and will assume a position in whichit is shown in the drawing upon'supply of fluid under pressure to thechamber I43 and release of fluid under pressure from chamber I42 toposition said cam shaft for operation in the ahead direction. If,conversely, chamber I43 is vented to atmosphere and chamber I42 issupplied with fluid under pressure, the piston I4I will assume anopposite position for causing cam shaft 2 to condi-- tion the engine foroperation in its opposite or astern direction.

The maintaining valve dev ce I4, for sake of illustration. may compr seahead and astern valve structures disposed within a ca ing common toboth. Both the ahead valve structure and the astern valve structure maycom rise a 'supp v or Astern. ositiomindicated by a dot-and-dash line sotitled in the drawing, in which the supply "valve I48 in the ahead valvestructure is closed and the release valve .156 therein opening thechamber I43 in device I0 to atmosphere, while and arranged to serve suchpurpose.

valve I48 disposed within a supply chamber I49 SIS tendin throu h apartition separating the supp v chamber I 49 from delivery cham er I 54.A release valve I 56 is attached to a fluted stem slidably mounted in asu table bore which opens the chamber I54 to the atmosphere. Theflutedstems of the valves I48 and I56 meet in the chamber I54 and a spring I51is disposed in chamber I49 in such a manner that the supply valve I48 isur d towa d a seated position in which said supply chamber is closed todelivery cham er I54 and the release valve I55 is ur ed toward anunseated position in which said delivery is open to atmosphere. In theah ad valve structure, the delivery chamber I54 is connected, to thechamber I43 in the cam shift cylinder'device I0 by way of a pipe I58 andin the astern valve structure the corresponding delivery chamber isconnected to the chamber I 42in said device I 0 by way of a pipe I59. Toclose the release valve I56 and open the supply valve I againstopposition of the spring I51, in both valve structures aninvertedT-shaped lever I60 is provided which is rnckably mounted on a proiecting lug attached to the casing of the valve device I4. The lever isadapted to be rockedto anAhead" position, in which it is shown-in thedrawing. holding the release valve I in the ahead valve structure closedand thesupply valve I48 in said structure open, whereby fluid underperssure from the supply chamber I49 in said structure flows via therespective delivery chamber I54 and pipe I 58' to chamber I 43 in camshift cylinder device I 0. At the same time, lever I60 will be out ofcontact with the release valve I56 in the astern valve structure so thatsaid release valve will remain open, in which position'it is shown inthe drawing, venting the chamber I42 in device I0 to atmosphere. LeverI60 is movable to an opposite The maintaining cylinder device I3 maycomprise a hollow cylindrical casing having a piston I62 slidablydisposed therein and dividing the interior into a pressure chamber I63open to the ahead control pipe II and a pressure chamber I64 open to theastern control pipe I2. The pis-., ton I62 is operatively connected tothe lever I60 of the maintaining valve device I4 by means such as a rodI 65. By supply of fluid under pressure to the chamber I63 in cylinderdevice I3, when chamber I64 therein is vented the piston I62 therein iscaused to assume an "Ahead position in which it is shown in the drawing,for positioning the lever I60 in its Ahead position. Upon venting ofchamber I63 in device I3 .to atmosphere and efiecting supply of fluidunder pressureto the chamber I64, the piston I62 will move to anopposite or Astern position, and will ca'use'the lever I60 to assumeit's Astern" position.

For sake of illustration, the fluid pressure'op erated brake I5maycomprise abrake cylinder I61 having the usual brake cylinder pistonI68 slidably disposed therein and operatively connected to a brake shoeI69 for frictional engagement with a rotarypart of the engine such-asthe crank shaft I. By supply of fluid under pressure to a pressurechamber YI10 at one side of the brake cylinder piston: I68, the brakeshoe I69 will be brought into frictional engagement wiht the shaft I,thereby imposing a restraining force thereto which opposes its rotation.Upon release of fluid under pressure from the pressure chamber I10, theusual return springIlI' at the opposite side of. the brake cylinderpiston I68 will return said piston and brake shoe I69 to a rest positionin which they'are' shown in the drawing for releasing the brakingforce'on shaft I.

The relay valve device I6 for directly controlling supply of fluid underpressure to operate the brake I5 may comprise a casing I13 having adiaphragm I14 disposed therein, which'diaphragm is subject to pressureof'fluid in a con-' trol chamber I15 on its one side and to pressure offluid in a chamber I16 on'its opposite side, which latter chamber isconstantly open to atmosphere by way of a port I11 in the casing. Alsoformed in the casing are chambers I18, I19, I; chamber I18 beingseparated from chamber I 16 by a partition I8I and from chamber I19 by apartition I82. A partition I83 sep arates chambers I19 and I80. A valveI84 is disposed in chamber I80 for controlling communicationv betweensaid chamber I80 and the chamber I19. The valve I04 is secured to afluted stem I85 which is 'slidably' disposed ina' suit v able bore inthe partition I83, a seat being formed at one end of said bore toaccommodate said valve. A bias spring I86 is disposed in the chamber I80and'arranged to urge the valve I84 in the direction of its seat. A valveI8 1,-similar 1.3 tovalve I84; is disposed in the chamber I18 forcontrolling communication, between said chamber I18 and. the chamber I19by way of a bore extending through the partition I82. For slidablyguiding the valve I81. a fluted stem I88 is 232 are arranged side byside with parallel exattached thereto and slidably disposed in theabovementioned bore in partition I82. A valve seat is formed in thepartition I82 encircling one endof the bore therein for accommodatingthe valve I81. The fluted stems I85 and. I88 project into and meetin thechamber I19 in such a manner that action of the bias spring I86 on thevalve I84 in urging same toward its seat will.

at the same time urge. the valve I81 away from its. seat. If the valveI84 is seated, the valve I81 will'be unseated, and conversely, if saidvalve I81ris-seated, said'valve I84 will be unseated. The valve I81 isoperably connected to the diaphragm I14 by meansof a. rod or stem I 90which extends through chamber I16 and a bore provided in the partitionI8I in which bore said rod is slidably disposed. A control springIBI isdisposed in the chamber I16 and arranged to oppose deflectionv of thediaphragm I14 in the direction of said-chamber I16 as caused by pressureof-fluid' in the control chamber I15.

In operation of the relay valve device I6, same will; respond toestablishment of a certain pressure of fluid, inits control chamber I15,through deflection of diaphragm I14, to close the valve I81. and openthe valve I84 and thereby establish what'will hereinafter be referred.to as a communication I85 connecting the chamber I19 to the chamber I80byway of the unseated valve $84 while at the same time disestablishingwhat may hereinafterbe referred to as a, communication I96 connectingthe chamber I18 to said chamber I19. by way of the previouslyunseatedvalvel81. Upon a subsequent reduction. in pressure-of fluid inthecontrol chamber I15 in the relay valve device belowthe certain value,through. action of springs I86, I9I, the valve I84 will seat and thevalve I81 will unseat to disestablish communication I95 and reestablishthe communicationv I96.

In the relay valve device I6 the chamber I19 is connected to the brakecylinder pressure chamber I18 by way of a pipe I91, the chamber I86 is.connected to the pipe I5I for adequate supply of fluid-under pressurefrom the reservoir I50 and the chamber H8 is connected to atmosphere byway of an exhaust pipe I 98.

The fluid pressure operated fuel cut-on cylinder device I1 may, for sakeof illustration, comprise. a hollow casing 206 in which a piston 28!.is. slidably disposed, dividing the; interior of said easing into apressure chamber 282' at its one side and a spring chamber 203 open toatmos-- phere at its opposite side. A piston rod 284 is secured formovement with the piston 2M and adapted. for operative engagement withthe fuel control lever .4 to efifect movement of same to its Fuel offposition. upon supply of. fluid under pressure to chamber 282. A returnspring 205 is disposed in chamber 203 and arranged to effect return ofpiston 26!. and rod 284, upon release of fluid under pressure from:chamber 282, to a rest position, in which they are shown in the drawing,with said rod; out of engagement with the fuel control lever 4, allowingsame its free dom for movement. v The directional interlock. device I8,referring to Fig. 3 in particular, may comprise a casing;

having two poppet valves 23I- and 232; contained in chambers 233v and23'4.respective1y whichv are.

tending fluted stems 235 and 236, respectively, which extendinto achamber 231 common to both and connected to a pipe 238. The pipe 238 isin turn connected to the chamber I13 in the brake interlock device I9,which is similar to the valve device I6, to the chamber 202, in the fuelcut-off cylinder device I1, and to one inlet of the double check valvedevice 23. The valves 23I and 232 are provided to control communicationbetween the chambers 233 and 234, respectively, and the chamber 231. Aspring 238. in each of the chambers 233 and 234 acts on the respectivevalve. 23!, 232 to urge same toward 'a closed position, in whichposition the valve 23I- is shown in Fig. 3 in the drawings.

The valve stems 235 and 236 engage, respectively, two spaced apartoperating plungers 239 and'j240 which are slidably mountedin the casingand which: are provided with stems 241 and 242 which extend outwardlytherethrough. through sealing; rings 243 which cooperate with said stemsto prevent leakage of fluid under pressure from the chamber 231 to theatmosphere. Two rock.-

able cams 244 and 245, fulcrumed on pins secured in the casing, areprovided for actuating the plungers 24'I and 242, respectively. Thesecams may be identical but'reversely arranged, and each is operativelyconnected to the respec-' tive plunger 25!, 242 through the medium of. afollower element 241 rockably mounted on. a pin secured in thecasing.Each of the cams 244 and 245 is provided with a surface 249 which, whenin engagement with: the respective element 241, will unseat therespective valve 23I or'232. Adjacent to the surface 239 each cam isprovided with. a recess 256 which. is adapted. to receive the respectiveelement 241- to' permit movement of the respective plunger 239 01"240 bya spring 25I to a position to permit closure of the respective valve 23!or 232 by the respective spring 238. The two cams 244 and 245' are'operatively connected for movement in unison by a link 252', and since.the cams are reversed as above mentioned', movement of the link andcamsto the position in which they 'are shown in the drawing will eifectclosureof the valve23I and opening;

' of the valve 232; while movement of said link interlock device 2!which is similar to the device 251 which is in constant communicationthrough.

a pipe 258 to the chamber I15 in the starting I6- previously described.

:Theopposite-or outer end of the piston rod 255 is provided with afriction shoe 26-! which; is adapted and arranged for frictionalengagement with theouter surface of the crank shaft I. The piston rod2.55. is operatively connected by means. of apin259 to one end of a link253, the opposite end of which is" operativelyconnectedby' means ofapin2153 to the link 252.

g The pistonrod 2.55 is capable of side movement in the 'non-pressurechamber 256 from the position in which it is shown in the drawing, and

which is defined by contact with a surface 264 in the'casing, to aposition in which said rod engages a surface 265 in the casing. Adjacentto the surface 265, the casing is provided with a pin 266 arranged toengage in one of two recesses 261, 268 according to whether or not thepiston rod is in the position in which it is shown in the drawing or inits position engaging surface 265.

When fluid under pressure is supplied to the pressure chamber 251, in amanner which will later be described, the piston 254 will move thefriction shoe 26I into engagement with the shaft I, which, if rotatingwill bias the rod 255 toward one or the other of surfaces 264 or 265,according to the direction in which said shaft is turning. At the timeof engagement of shoe 26I- with the shaft I, the link 253 will bedisposed away from the pin 266 so that the rod 255 is free for side wisemovement to effect positioning of cams 244 and 245 accordingly. If, atthe time of engagement of shoe 26I' with the shaft I, said shaft isrotating in a direction to propel the ship ahead, the rod 255 is biasedto the position in which it is shown in the drawing leaning againstsurface 264 and cams 244 and 245 will be caused to assume the positionsin which they also are shown in the drawing with valve 23I closed andvalve 232 open connecting the pipe 238 to the astern control pipe I2.If, conversely, the shaft I is rotating in the opposite or asterndirection at time of engagement by shoe 26I, the rod 255 will movetoleaning engagement with the surface 255 and-shift cams 244, 245 to causethe valve 232 to close and the valve 23I to open, disconnecting pipe 238from the astern pipe I2 and connecting said pipe 238 to the ahead pipeII. If, however, at the time that the shoe '26I engages shaft I, saidshaft is not rotating, the rod 255 will remain in leaning engagementwith the oneor the other of surfaces 264, 265 it previously assumed.Upon release of fluid under pressure from the chamber 251, a spring 210will move the piston 254 in the direction of said chamber to a restposition in which it is shown in the drawing, while the shoe 26I willthereby be moved to-a corresponding rest position seated onaccommodatingshoulders 21I formed in the casing, and the link 263 will return intocontact with the'pin 266 projecting into one or the other of recesses261 or 268, thereby locking the piston rod 255, cams 244 and 245 and thevalves 23I and 232 in the positions which they assumed when shoe 26Ilast engaged the shaft I.

The brake interlock device I9, starting air control valve device 20,starting interlock device 2|, and the cam shift interlock device 24, allof which are shown in outline may be substantially similar to the deviceI6 for sake of illustration, and for description of the parts thereof,reference may be made to the previous description of said device I6. Inoperation of each of these devices, upon supply of fluid under pressureto its respective control chamber its communication I95 is established,indicated by a dotted line in the drawing, connecting its chamberchamber I80, and upon release of fluid under pressure from its controlchamber I15, the communication I96 is established, indicatedsymbolically by a solid line in the drawing, connect ing said chamberI19 to its chamber i18.

In the device I9, its chamber I19 is connected to the control chamberI15 in the device I6 'by ,In .the starting air control valve device 20,

its control chamber 115 is connected to the corresponding controlchamber in device I9, to the chamber I19 in device 2I and to chamber 251in device I8 by way of the pipe 258, its chamber I18 is' connected tothe atmosphere by way of a pipe I98, its chamber I19 is adapted to beconnected to the starting valves (not shown) of the engine by way of apipe 303, and its chamber leilvis connected to the pipe I53 forsupplying fluoid under pressure thereto from the reservoir I5 In thestarting interlock device 2|, its control chamber I15 is connected tothe outlet of the double check valve device 23, to be describedsubsequently, by way of a pipe 304, itschamber I18 is connected toatmosphere via a pipe I98, its chamber I19, as aforementioned, isconnected to, the pipe 258, and its chamber I is con nected to thechamber I19 in the cam shift-in terlock device 24-by way of 'a pipe 322.

The starting air cut-01f valve device 22 may comprise a casing 395having a supply chamber 306 connected to the pipe I5I as source of fluidunder pressure, a delivery chamber 301 connected the other inlet of thedouble check valve device 23, by way of :a pipe 301, and an exhaustchamber 398 open to atmosphere by way of a port-.359. A supply valve 3I0is disposed in the supply chamber 306 for controlling communicationbetween said supply chamber and the delivery chamber'301 by way of anopening in a partition 3II separating one chamber from the other. A seatis formed in the partition 3II encircling the opening therein toaccommodate the supply valve 3I0. A compression spring 3I2 is alsodisposed in the supply chamher 396, arranged to urge the supply valve3I0 toward a seated position 3 closing the supply chamber from thedelivery chamber. The supply valve 3| 0 is connected, by means of a stemextending freely through the opening in partition 3 and the deliverychamber 301, to an exhaust valve seat element 3| 3 slidably mountedwithin the casing and dividing the delivery chamber 801 from the exhaustchamber 308. An opening 3M in the exhaust valve seat element and thestem is provided to serve as a. communication for connecting thedelivery chamber 391 to the exhaust chamber 308 when desired. An exhaustvalve 315 is disposed in the exhaust chamber 308 and arranged tocooperate with the seat element 3I 3 to close said chamber 393 to theopening 3I4; A stem 3I6 is attached to the exhaust valve 3I5 and isarrangedfor contact with a cam 3I1 secured for turning movement with thefuel control shaft The cam 3II is provided with 3 and lever 4. a'raisedportion 3I8 which remains in engagement with the stem 3I6 while the fuelcontrol lever remains positioned at Full fuel" and until its Idling fuelposition is assumed, at which time said cam provides a recess 319 forsaid stem until the fuel control .shaft attains its Fuel off'position.With the stem 3I6 in,en.-'v

gagement with the raised portion 3I8 of the cam 3I1, in which engagementit is shown in the drawing, the exhaust valve 3I5 will be seated on seatelement 3I3 closing off the exhaust chamber 308 from the deliverychamber 301 by way -of-the"opening--3I4 and the supply valve 3l0 will beunseated, opening the supply chamber 306 to said delivery chamber. Whenthe recess 3| 9 in cam 3|! is presented to the stem 3I6, the spring 3I2will seat the supply valve 3I0 while pressure of fluid in the deliverycham ber 301 acting on the exhaust valve 3I5 within opening 3I4 willunseat said valve, displacing the stem 3I6 into said recess 3|3.

The double check valve device 23 may be of any well-known structure, andfor the sake of illustration may comprise a hollow cylindrical casinghaving a piston valve 320 slidably disposed therein and subject topressure of fluid in the pipe 238 one side and to pressure of fluid inthe pipe 301' at its opposite side. Piston valve 320 will respond tosupply of fluid under pressure to one or the other of pipes 230, 301 toshift to a position for opening communication between the pressurizedpipe to the pipe 304 and for closing communication between thenonpressurized pipe 233 or 301' and said pipe 304. Thus it will be seenthat if either of the pipes 238 or 30'! is pressurized, fluid underpressure will be supplied to the pipe 304. Only when both of the pipes238 and 301' are vented to atmosphere will the pipe 304 be so vented byway of one of said pipes or the other.

In the cam shift interlock device 24, its control chamber I15 isconnected to the inverse double check valve device 25 by way of a pipe32I, its chamber I18 is connected to the atmosphere by such as a pipeI98, its chamber I19 is connected to the chamber I80 in device 2I itschamber I80 is connected to the start control pipe I20.

The inverse double check valve device 25 may comprise a casing 323having a bushing 324 which is encircled midway between its ends by anannular chamber 325 connected to the pipe 32 I. The bushing 324 isprovided interiorly and midway between its ends with a bridge having anaxial bore 326 open to chamber 325 through a plurality of radialopenings 321. At one end of the bore 326 is an annular seat arranged forsealing engagement by a valve 328 contained in a chamber 329, while atthe opposite end of said bore is an oppositely arranged annular seatprovided for sealing engagement by a valve 330 contained in a chamber33I. The two valves 328 and 330 are connected for movement in unison bya stem 332 extending with clearance through the bore 326. This stem isof such construction as will allow flow of fluid under pressure pasteither valve 328 or 330, when unseated, through the bore to the annularchamber 325. Chamber 33I is connected to a pipe 333 arranged to beconnected to the chamber I43 in the cam shift cylinder device I just tothe right of the cam shift piston I4I when said piston is in itsposition in which it is shown in the drawing for operation of the enginein the ahead direction. The chamber 329 in the double check valve device25 is connected to a pipe 334 arranged to be opened to the chamber I42in the device Ifi'just to the left of the cam shift piston I M when saidpiston is in its position op posite to that in which it is shownin thedrawing for operation of the engine in its astern direction.

In operation of the inverse double check valve device 25, when only oneof the pipes 334 or 333 is charged with fluid under pressure, therespec-" tive valve 328 or 330 will close to prevent fluid underpressure from flowing into the pipe 32l.

by way of the pipe 322 as aforementioned, and

When both of the pipes 334 and 333 become charged, fluid under pressurewill flow from one or the other of these pipes by way of whichever ofthe valve 328, 330 is unseated into the pipe 32l. It will be appreciatedthat subsequent release of fluid under pressure from the pipe 32I willoccur when either one, the other, or both of the pipes 334, .333 arevented to atmosphere.

Operation of the apparatus shown in Fig. 1

In operation, let itbe assumed initially that both of the reservoirs 63and I are charged with fluid under pressure from a source thereof suchas a compressor or compressors (not shown), that the engine is stoppedafter having previously operated in its ahead direction, and that thehandle I03 of the operators control device 8 is in its Stop position,charging the ahead and astern control pipes II, I2 with fluid underpressure and opening the start control pipe I20 and the speed controlpipe 9 to atmosphere. Chambers I63 and I04 in the maintaining cylinderdevice I3 will thus both be charged with fluid under pressure so thatthe piston I62 therein will be in a static condition, for instance inthe position in which it is shown in the drawing, with the maintainingvalve device I4 positioned to eiiect charging of the pipe I58 with fluidunder pressure from the pipe I5I and venting of the pipe I59 toatmosphere. With the pipe I58 charged and the pipe I59 vented, chambersI43 and I42 in the cam shift cylinder device I0 will be charged andvented, respectively, and the cam shift piston I 41 will be in its aheadposition, in which it is shown in the drawing, and held therein bypressure of fluid in chamber I43 to maintain the engine cam shaft 2positioned for operation of the engine in its ahead direction. Both ofthe pipes 333, 334 leading to the inverse double check valve device 25will be charged with fluid under pressure from the chamber I43 in thecylinder device I0, so that the pipe 32I will also be charged with fluidunder pressure from said device 25. The cam shift interlock device 24will be conditioned, by charging of its control chamber I15 connected tothe pipe 32 I, establishing its communication I95 connecting the startcontrol pipe I20 to the pipe 322 and to the chamber I in the startinginterlock device 2|. The directional interlock device I8 maybe in itsahead position, in which it is shown in the drawing, which it assumedduring previous operation of the engine in its ahead direction. Thecharged astern control pipe I2 will be connected via the directionalinterlock device I8 to the pipe 238, so that chamber 202 in the fuelcutoff cylinder device II will be charged with fluid under pressure viasaid pipe 238, as will be the chamber I18 in the brake interlock deviceI9 and one inlet of the double check valve device 23. The fuel cut-oficylinder device I I will be in -a position opposite to that in which itis shown in the drawing with rod 204 in engagement with and holding thefuel control lever 4 in its Fuel oif position, against action of thespring 44 in the governor device 5, since the crank shaft I is notturning. The cam 3I'I secured for movement with the fuel control shaft4, now in its Fuel 01f position will be positioned to present the recess3I9 to the stem 3; thus allowing the starting air cut-oif valve device22 to assume its position opposite to that in which it is shown indrawing, disconnecting the pipe I5I from the pipe 301' hence from theother inlet to the double check valve device 23, and

l9 connecting said pipe 30'! to atmosphere via port 389. The pipe 3%,hence the control chamber I75 in the starting air interlock device 2I,will be charged with fluid under pressure from the pipe 238 via thedouble check valve 23 so that said device 2! will be positioned toestablish its communication I 95 connecting the now vented pipe 322 tothe pipe 258. The pipe 258 therefore will be vented to atmospherewiththe pipe 322, as therefore will be the chamber 251 in the directionalinterlock valve device IS, the control chamber I75 in the starting aircontrol valve device 20 and'the corresponding control chamber H5 in thebrake interlock devioe'lfl. The shoe ZGI of the directional interlockdevice I8 will be in its rest position disposed out of engagement withthe shaft I, in which position it is shown in Fig. 3, the starting aircontrol valve device 20 will be positioned establishing itscommunication I96 and thereby connecting the pipe 383 connected to thestarting valve mechanism. in the engine to the pipe I98 to atmosphere.The brake interlock device I9 will be positioned also establishing itscommunication Iiifi connecting the now charged pipe 238 to the pipe 308,hence to the control chamber 175 in the relay'valve device I6, which,therefore, also will be so charged. The device I6, therefore, will bepositioned to establish its communication [Q5 connecting the pipe I91,therefore brake cylinder chamber I'IIl, to the pipe I5I from thereservoir I50. The brake I5 therefore will be in an applied positionopposite to that in which it is shown in the drawing, with its shoe IE9in engagement with the shaft I.

Now let it be assumed that the operator desires to start the engine foroperation in the same or ahead direction in which it last operated, asdetermined by position of the cam shift piston MI.

The operator will move the control handle I03 in the control device 8from "Stop position to the Ahead Start position in the slot I21. Thismovement of the handle I03 will eifect a supply of fluid under pressureto the start control pipe I2!) and will effect venting of fluid underpressure from the astern control pipe I2, while maintaining the aheadcontrol pipe II charged with fluid under pressure and the speed controlpipe 9 vented to the atmosphere, as will be appreciated from previousdescription.

Since the piston I62 in the maintaining cylinder device I3 waspreviously in its ahead position at the time that fluid under pressureis thus released from the astern control pipe I2 and thereby the chamberI64 in said device I3, said piston I62 will not change such position, sothat the maintaining valve device I4, hence the cam.

shift cylinder device 10 and therefore the engine cam shaft 2 also donot change position and are correctly positioned for operation of theengine in the ahead direction. The chamber I43 in the cam shift cylinderdevice II) remains charged with fluid under pressure from the device I,while chamber I42 ,in said device I0 remains vented to atmosphere. Both.of the pipes 333 and 334-, remaining connected to the chamber M3 in thecam shift cylinder device I0, remain charged with fluid under pressureso that the pipe 3'2I connected to the control chamber of the cam shiftinterlock device 24 will remain charged with fluid under pressure fromthe inverse double check valve device .25, as previously described. 7

Venting of fluid under pressure fromth a tern control pipe l2 results,substantially at the same time, in venting of fluid under pressure fromthe pipe 238 by way of the directional interlock device I3, henceventing of fluid under pressure from the chamber I18 in brake interlockdevice I9, from the chamber 282 in the fuel cut-off cylinder device I1and from the one inlet of the double check valve device 23, which areconnected to said pipe 238. This venting of fluid under pres sure fromthe chamber are in the brake inter lock device I9, which maintains itscommunication I96 at this time as will be pointed out, will eiTectventing of fluid under pressure from the control chamber I15 in thedevice It; which therefor will respond to disestablish its commu--nication I95 connecting the supply pipe I5I to the pipe I91 andestablishing its communication I98 connecting said pipe I91, hence brakecylinder chamber I78 to atmosphere, thereby releasing the brake I5,which will assume the position in which it is shown in the drawing.Venting of fluid under pressure from the chamber 262 inthefuel cut-offcylinder device I! will allow the spring 205 to move the pi ton EDI androd 294 to their rest position in which they are shown in the drawing,with said rod disposed away from the fuel'control shaft 4 which willassume its Full fuel position, in which position it is shown in thedrawing, by action of the spring 54. The cam 3|! moving with shaft 4 toits Full fuel position, therefore assumes the position in which it isshown in the drawing, with the raised pertion 3I8 of said cam indisplacing engagement with the stem 3I6 of the device 22, which deviceassumes the position in which it is shown in the drawing connecting thepipe 301', hence one inlet of the double check valve device 23, to thesupply pipe I5I. 7 I

Since substantially at the time that one inlet of the double check valvedevice 23 is vented to atmosphere with the pipe 233 the opposite inletof said double check valve device is supplied withfluid under pressureby way of the device 22 as just described, the status of the pipe 354wilt remain the same at this time, that is charged with fluid underpressure. The control chamber I E5 in the device 2! therefore also willremain charged with fluid under pressure, so that its communication I95will remain established, connecting the now charged pipe 322 to the pipe258',

At the time that the above is occurring, fluid under pressure from thestart control pipe I28 will flow by way of the communication i 95 in thedevice 24, the pipe 322 the corresponding coinmunication I95 in thestarting air control valve device 2|, and the pipe 258 to the chamber25'! in the directional interlock device I8 to cause its shoe 26I toengage shaft I forsensing the direction of rotation thereof. Fluid underpressure from pipe 258 will flow also to the control chamber H5 in thedevice J9, which device responds to establish its communication I35connecting the pipe 390 to atmosphere by way of the pipe 3I1I ratherthan by way of the pipe 238 still vented to atmosphere via thedirectional interlock device and the astern control pipe I2, and. to thecontrol chamber in the starting air control valve device 28 whichresponds to establish. its communication I95 connecting the pipe 363 tothe supply pipe I53.

With the pipe 300 still vented to atmosphere, the valve device lfi willremain conditioned to connect the brake cylinder chamber no to at--mo'sphere via pipe I9 8 so that the brake I5 re-- mains released toallow for rotation of the engine crank shaft I. When the-pipe 303connected to the supply pipe I53, fluid under pressure or starting airwill flow from the latter pipe to the former and thereby to the engineand will cause same to be turned over so that its crankshaft I isrotating at a certain relatively slow rate in its ahead direction. Sincethe directional interlock device I8 was previously set for rotation ofshaft I in its ahead direction it will remain so set in accordance withthe current rotation of said shaft in the same direction, maintainingthe pipe 238 connected to the vented astern control pipe I2. At thistime, therefore, the chamber 202 in fuel cut-off cylinder device I!remains vented to atmosphere with stem 204 out Of contact with fuelcontrol lever 4, which remains in its Full fuel position.

While the engine is thus being turned over by starting air in its aheaddirection, and with the fuel control shaft 4 in its Full fuel position,fuel is being supplied to the engine in a maximum amount along with thesupply of such starting air, so that the engine will fire and start torun on fuel. When the engine thus starts to run on a maximum supply offuel, its speed will start increasing above that at which it was turninover on the starting air above, at which time the speed governor device5 will take control and effect adjustment of position of the fuelcontrol lever 4 from "Full fuel" to Idling fuel" position to limit theengine to operation at idling speed as called for by tension of spring44 determined by the speed control cylinder device 8. Substantially atthe time that the fuel control lever 4 attains its "Idling fuelposition, the raised portion 3I8 of the cam 3I'I will leave the stem 3I6of the starting air cut-off device 22 and the recess 3 I 9 in said camwill be presented to said stem. The spring 3I2 in the device 22 willthen become effective to seat, the valve 3I0 and thereby disconnect thepipe 301' from the supply pipe I5I. Since the pipe 238 connected to oneinlet of the double check valve device 23 is vented to atmosphere viathe directional interlock device I8, fluid under pressure from thecontrol chamber I15 in the starting interlock device 2I will flow by wayof said double check valve device, pipe 301', chamber 301 in device 22,opening 3I4, and after unseating valve 3I5, will flow by way of thechamber 308 and the port 309 in said device 22 to atmosphere.

When the control chamber I15 in the starting air interlock device 2I isthus vented to atmosphere, said device will respond to disestablish itscommunication I95 connecting pipe 258 to the pipe 322, thence to thestart control pipe I20, and to establish its communication I96connecting the pipe 258 to the pipe I98, thence to atmosphere. With thepipe 258 thus connected to atmosphere fluid under pressure from thecontrol chamber in the brake interlock device I9 will thereby release toatmosphere, as will also fluid under pressure from the correspondingcontrol chamber in the starting air control valve device 20. The deviceI9 will respond to such venting of fluid under pressure from its controlchamber to establish its communication I96, connecting the pipe 300 tothe still vented pipe 238, so that the status of the valve device I6 isnot changed and the brake I5 remains released. Fluid under pressurevented from the control chamber in the starting aircontrol valve deviceconditions said device to disestablish its communication I95 connectingthe pipe 303 to the supply pipe I53 and to establish its communication"I98 connecting said pipe 303 to the pipe I98 hence to the atmosphere.According to a feature of the invention, supply of starting air to theengine is thus cut off automatically in response to running of theengine on fuel and the pipe 303 for conveyme such starting air theretois vented to the atmosphere without changing position of the operatorshandle I03.

Opening of pipe 258 to atmosphere as just men-. tioned also releasesfluid under pressure from chamber 251 in the directional interlock valvedevice (8 so that the brake shoe 26I thereof disengages the crank shaftI, it being noted that said device performs no useful function instarting the engine in its last direction of operation. The utility ofthedirectional interlock valve device I8 will be brought out later.

After the engine is running on fuel as just described, the operator maymove the handle I03 out its Ahead" Start" position in the slot I 2'! toAhead "Run and idle" position in the slot I25, thereby effecting ventingof the start control pipe I20 to atmosphere while the speed, ahead, andastern control pipes 9, II and I2, respectively remain conditioned as inthe Ahead Start" position.

Venting of the start control pipe I20 to atmosphere at this time effectsventing of fluid under pressure from the chamber I in the startinginterlock device 2I by way of the pipe 322 and the communication I inthe shift interlock device 24, and all devices in the system remainpositioned as before after automatic cut-off of startin air.

While the engine is running on fuel in the ahead direction, to increaseits power or speed of operation, the operator may adjust position of thehandle I03 in the slot I25 between its Run and idle and Full speedpositions at the Ahead side of Stop position, and thereby effectvariation in pressure of fluid in the speed control pipe 9 to adjustposition of the speed control piston 49 for controlling the speedsetting of the governor device 5 accordingly, as will be appreciatedfrom previous description. In response to an increase in its speedsetting, the governor device 5 will cause movement of the fuel controllever 4 to cause a corresponding increase in fuel supply to the engine,and in so doing, the cam 3Il will be caused to move its raised portion3I8 into displacing engagement with stem 3I6. The device 22 will thenrespond to effect supply of fluid under pressure from the pipe I5I tothe pipe 301, thence to the control chamber in the interlock device 2 Iwhich device will respond to connect the pipe 258 to the pipe 322, whichis connected to atmosphere at this time by way of device 24 and thevented start control pipe I20. The starting air control valve device 20therefore cannot be operated to supply starting air to the engine atthis time, that is with the operator's lever I03 out of the startin slotI21. I v From the above description it will be noted that restarting theengine in the last direction of operation consists essentially ofreleasing fluid under pressure from the pipe 238 by way of thedirectional interlock device I8 and the astern control pipe I2 to effectrelease of the brake I5 and of the fuel cut-oil cylinder device 22 toallow the fuel control shaft 4 to be moved to its Full fuelposition-and, at the same time, of conditioning the 23 .19- ll u r P lma l edr la 1 1 Pipe 258 to operate'the starting air control valvedevice o sfie su r ta t n an i the en n t turn same over at alrelatlvelyslow rate while fuel is supplied simultaneously to the engine[ When thefuel fires and the engine starts to run same, the governor device 5being set for idling speed, eifects movement of the fuel control lever 4from its Full fuel position to its Idling fuel position, therebyeffecting adjustment of the valve device 22 and causing the starting airto be cut off automatically by supplying fluid under pressure to thecontrol chamber of the startinginter- 100k E which ponds to vent thecontrol, chamber of the starting air control valve device to atmosphere,which device 20 responds to disconnect the pipe 303 to the engine fromthe fluid pressure supply pipe I53. With the engine thus operating onfuel in the proper direction after automatic cut-off of supply ofstarting air to the engine, the handle 103 may be moved to therespective Run and idle position, between which position and Full speedposition said handle may be adjusted to control the speed of the engineaccordingly. 7

When the operator desires to stop the engine, he will move the controlhandle I03 to Stop position for supplying fluid under pressure to theastern control pipe I2 and thus to the pipe 238 by way of thedirectional interlock device I8, and from the pipe 238 to the controlchamber in valve device I6 via pipe 300 and communication I95 in thebrake interlock device I9, to the chamber 202 in the fuel cut-offcylinder device I! and through the double check valve device 23 to thecontrol chamber in the starting interlock device 2|. Thus the valvedevice It is caused to establish its communication I95 to effect supplyof fluid under pressure to the brake cylinder chamber I'I0 for applyingthe brake I5 to stop rotation of the engine crank shaft I, wh le atsubstantially the same time or slightly before such brake is applied,fluid under pressure supplied to the chamber 202 in the fuel cut-offcylinder device I 1 causes the piston 20I and rod 204 therein to movethe fuel control lever 4 to its Fuel off position to shut off supply offuel to the engine and allow for stopping same. Supply of fluid underpressure to the control chamber in the starting interlock device 2I willcondition same to establish its communication I95 connecting the pipe322, vented to atmoshpere via communication I95 in device 24 and startcontrol pipe I20, to the pipe 258. Thus it will be seen' that the fuelis cut ofi to the engine and a braking force applied to the crank shaftsubstantially simultaneously to effect stopping of said engine. With thecontrol handle I03 in "Stop position, the apparatus will be conditionedas previously described, that is, with the ahead and astern controlpipes H, I2 both charged with fluid under pressure and the start andspeed control pipes I20 and 9 both vented to the atmosphere. Themaintaining piston I62, valve device I4, and the cam shift piston I4Iwill remain in their previous positions for operation of the engine inthe ahead direction, the brake I5 will be applied, fuel control lever 4will'be in its Fuel off position, speed control cylinder device 5 willhave its piston in the Idling speed position with the speedsetting ofthe governor device 5 thereby so set, the valve device 22 will be settoventpipe 301' to the atmospherevia' its port 309 since lever'4 is in its(Fuel ofi position, and the starting aircontrol valve device 20 will beposiwere tionedto connect the pipe 303 open to the engine to atmospherevia pipe I98 since its control chamber is ventedto atmosphere via thepipe .258.

Now let it be assumed that, with the engine at rest and with the camshift piston MI in the position in which it is shown in the drawingproviding for ahead operation of the engine, the operator desires tostart the engine in the astern direction. To accomplish this, theoperator will move the handle I03 to the Astern Start position in theslot I23 to release fluid under pressure from the ahead control pipe IIandto supply fluid under pressure to the start control pipe I 20, whilemaintaining the astern control pipe I2 charged with fluid under pressureand the speed control 'pipe 9 vented to the atmosphere.

When fluid under pressureis vented from the ahead control pipe II whilethe astern control pipe I2 remains charged with fluidunder pressure,the'piston I62 in cylinder device I3 will move to its astern positionopposite to that in which it is' shown in the drawing, thus rockinglever I60 to its Astern position in which the maintaining valve deviceI4 is conditioned, as will'be obvious from previous description, toeffect supply of fluid under pressure to the pipe I59 and vent ng offluid under pressure'from the pipe I58. With charging of the pipe I59and venting of the pipe I53, the. chambers I42 and I43 in the cam shiftcylinder device I0 becomes charged and vented, respectively The camshift piston I 4Iwi1l move from the posit on in which it is shown in thedrawing to its opposite position to shift the engine cam shaft 2 tocondition the eng ne for operation in the astern direction. Just priorto movement of the cam 'shlft piston I4! from its 'Ahead position, boththe pipes 333 and 334 will be vented to atmosphere via pipe I58, andupon subseouent movement of said piston, consecutively, the pipe 333will be opened to the charged chamber I42 wh-le pipe 334 remains o en tothe vented chamber I43, and fin lly, substantiallv at the time that saidpiston attains its Astern position. both pines 333, 334 are opened tothe charged chamber I42.

It will be a preciated, therefore, from previous description, that durng movement of piston MI from its ahead position in which it is shown inthe drawing to its opposite astern position, the inverse double checkvalve device 25 will act to vent the pipe 32 I, hence the controlchamber I15 in the shift interlock device 24, to atmosphere at the timethat chamber I43 in the cam shift cylinder device I0 is so vented, andwill maintain said pipe and said control chamber so vented until bothpines 333 and 334 are again pressurized, which is when said pistonattains its a'stern'position, at which time said inverse double checkvalve device will cause said pipe and said control chamber to becomepressurized.

Thus it will be seen that during the shifting of engine cam shaft 2 tocondition the engine for operation in its astern direction, with itscontrol chamber vented, the shift interlock device 24 will maintain itscommunication I disestablished and its communication I99 established sothat fluid underpressure in the start control pine I20 lishitscommunication I95 and thereby connectthe now charged start control pipeI20 to the pipe-32 2. I a

At the same time that the above occurs and 'When the ahead control pipen is vented to atmosphere, with the start control pipe I20 and the astemcontrol pipe I2 pressurized, the directional interlock device I8 willremain conditioned connecting the pipe 238 to the still presmains ventedduring such cam shift, the pipe 258 connected thereto as above mentionedwill be so vented, so that the brake interlock device I9 will beconditioned by venting of its control chamber via said pipe 253 toconnect the still charged pipe 238 to the pipe 300 and hence to thecontrol chamber of the valve device I6. The valve device I6 thus willremain conditioned to maintain the brake cylinder chamber I'IIl chargedwith fluid under pressure, and hence the brake applied during the shiftof the cam shaft 2 from its ahead to its astern position.

When the cam shaft 2 attains its astern position and the cam shiftinterlock device 24 then connects the pressurized start control pipe I20to the pipe 322 as hereinbefore described, fluid under pressure willflow from the former pipe into the latter pipe and thence, via thecommunication I 95 in the start interlock device 2|, into the pipe 258and thereby simultaneously to the chamber 251 in the directionalinterlock device I8, to the control chamber I15 in the brake interlockdevice I9 and to the corresponding control chamber in the starting aircontrol valve device 20.

Upon supply of fluid under pressure to chamber 25! in the directionalinterlock valve device I8, the piston 254 therein is actuated to bringthe shoe 26I into engagement with the engine crank shaft I in responseto supply of fluid under pressure to its control chamber, the brakeinterlock device I9 will effect venting of fluid under-pressure from thecontrol chamber in the valve device I whichwill then respond to releasefluid under pressure from the brake cylinder chamber I10 to release thebrake I5; and in response to supply of fluid under pressure to itscontrol chamber, the starting air control valve device 20 will establishconnection between the supply pipe I53 and the pipe 303 for effectingsupply of starting air to the engine. With the brake I5 released, thecam shaft 2 set for operation of the engine in the astern direction, andstarting air thus being supplied, said engine will be turned over andthe crank shaft I will be rotated at a relatively low starting speed inits direction for propelling the ship astern. As soon as the crank shaftI starts to turn in its Astern direction, the shoe 26I of thedirectional interlock device I8 in engagement therewith will causeadjustment of the valve mechanism within said device to disestablishconnection between the pressurized astern control pipe I2 and the pipe238 and to establish connection between said pipe 238 and the now ventedahead control pipe II, which may hereinafter be referred to as theastern setting of said device as will be appreciated from previousdescription of operation of such device.

With handle I03 remaining in Astern Start position, with the enginebeing turned over in its then free to assume its Full fuel position asurged thereto by action of the spring 44, in the same manner aspreviously described with regard to starting the engine in its aheaddirection. The fiy-ball arms 32 in the governor device 5 are not beingrotated at sufficient speed while the engine is being turned over onstarting air alone .to overcome action of the spring 44 to move the fuelcontrol lever 4 out of its Full fuel position. With the fuel controlshaft 4 in Full fuel posi- 'tion the raised portion of the cam 3I'I willbe in engagement with the stem 3I6 so that the device 22 will beconditioned to maintain the pipe 301, and, via double check valve device23, the pipe 304 pressurized through connection with the supply pipeI5I. Thereby, the start interlock device 2I will remain positionedconnecting the pipe 322 to the pipe 258 to maintain the pressurizationof the control chamber in the starting air control valve device 20 tothereby maintain supply of starting air to the engine.

, With the engine turning over on starting air and fuel being suppliedin a maximum amount in accord with the Full fuel position of the fuelcontrol lever 4, such fuel will ignite, if the engine be of the dieseltype, shortly after its supply to the engine and start said engine torun on fuel. The speed of the engine thus running on fuel will increaseabove its speed when being turned over on" starting air alone. Suchincrease in speed may be rather rapid and would tend to approach amaximum speed since the fuel control shaft 4 calls for Full fuel supplyto the engine. The governor device 5, however, being set to maintainidling speed of the engine in accord with the tension of the spring 44,as determined by position of the piston 49 which is in its Idlingposition and in turn, the pressure of fluid in the speed control pipe 9which is at its minimum value corresponding to the Astern Start positionof handle I03, will operate as speed of the engine and hence shaft I isthus increasing to move the fuel control shaft 4 from its Full fuelposition to-its Idling fuel" position to so limit supply of fuel to theengine that a speed greater than its idling speed will not be attainedby the engine at this time. In moving from Full fuel to Idling fuelposition, the fuel control lever 4 carries with it the cam 3II, which,substantially at the time that said lever attains its Idling fuelposition will present the recess 3I9 to the stem 3| 6, thereby allowingthe valve ill 0 in the device 22 to seat and close the supply pipe I5Ito the pipe 301 and allowing fluid under pressure from the controlchamber in the-start interlock device 2| to flow to atmosphere by way ofthe pipe 304, double check valve device 23, the pipe 307', the unseatedvalve 3I5 in said device 22, and the port 309 aster-e69 starting aircontrol valve device 20 will be released to the atmosphere. I

With fluid under pressure thus vented from its chamber 251, thedirectional interlock device I8 will retract its shoe .26I away from theengine crank shaft I which is rotating in its astern direction and willeffect locking of its valve mechanism in an astern position connectingthe pipe 233 to the now vented ahead control pipe II, in which positionsaid valve mechanism will remain until the device is again brought intooperation while the shaft I is turning in its ahead direction, as willbe appreciated from the previous description of the operation of saiddevice I8 per se. i r

With fluid under pressure vented from its control chamber, the brakeinterlock device I9 responds to disconnect the pipe 300 from the pipe30I to atmosphere and to connect said pipe 300 to the pipe 238 which isvented to atmosphere engine which continues town on the fuel sup-' pliedthereto. a

With the engine thus running at idling speed and the starting air outoff, the handle I03 may be moved out of Astern Start in slot I26 toAstern Run and idle position in the slot I25. From Astern Run andidleposition, the handle I03 may be moved to positions toward or to theAstern Full speed position, to effect variations in pressure of fluid inthe speed control pipe 9 and thereby effect variations in the speedsetting of the governor device I and regulation of the engine speedaccordingly, as will be appreciated from previous descriptionc Asaforedescribed, when the governor device 5 responds to variations in itsspeed setting above its idlingspeedsetting to move the fuel controllever 4 in a range between Idling fuel and Full fuel positions toregulate the speed of v the engine accordingly, the cam-3H- will -move Ithe pipe 258 to the'pipe 322, but the pipe 322 is vented to atmospherevia thedevice-24 and the start control pipe I20 which is so vented atthis time. The status of the pipe 258 does not change at this timetherefore, even though the interlock device does connect said pipe 258to the pipe 322, and the starting air control valve device 20 remains inposition connecting the pipe 333 to atmosphere.

Itwill now be seen that when the operator desires to start the engineinto operation in the astern direction after previous operation in itsahead direction, the handle I03 removed from its Stop position tothe-Astern- Start positionn The ahead control pipe II is thereby ventedto atmosphere with the speed control pipea which 28 remains so vented,while the astern control pipe I2 and the speed control pipe I20 arecharged with fiuid under pressure. The device I3 responds to venting ofthe ahead control pipe II to condition the valve device I4 to causeoperation of the cam shift cylinder device I0 for shifting the enginecam ,shaft' 2 to condition the engine for operation, in the asterndirection. While the cam shaft 2v is thus being shifted, the inversedouble check valve device 25 acts in conjunction with the cam shiftcylinder device I0 to maintain the interlock device 24- conditioned toout off the now cha'rgedstart control pipe I20 from the pipe 322 andopen same to atmosphere until the asternposition of said cam shaft is'attained, at which time, the device 24 is conditioned to disconnectsaidpipe 322 from atmosphere and connect it to said start control pipe.

its Ahead position, so that the fuel cut-off cylinder device will be inits cut-off position holding the fuel control lever 4 in its Fuel offposition against action of the spring 44, thereby conditioning thedevice 22, through the action of cam 3II to vent the pipe 301 toatmosphere. Fluid under pressure in pipe 238 also conditions, via doublecheck valve device 23, the device 2I to maintain connection between thepipe 322 and the pipe 258. While the pipe 322 is vented to atmosphere,the pipe 258 is so vented so that the brake interlock device I9 isconditioned to connect the control chamber of the valve device IE to thecharged pipe 238, so that the brake I5 is applied, the starting aircontrol valve device 20 is in it cut-off position, and the directionalinterlock device I8 is in its inoperative position with its shoe 26I outof engagement with shaft I. When the start control pipe I20 is connectedby the device 24 to the pipe 322 as aforementioned, fluid under pressureflows by way of the device 2| into the pipe 258 to render thedirectional interlock device I8 operative to sense the direction ofrotation of the crank shaft I, to render the starting air control valvedevice 20 operative to effect supply of starting air to the engine, andto render the interlock device I3 operative to connect the controlchamber in the valve device E6 to atmosphere via pipe 30I so that thebrake I5 is released, thus allowing for turning over the engine bystarting air.. It will be noted, that the interlock device 26 isarranged to prevent supply of starting air to the engine before the camshaft 2 has assumed its proper position in accord with dictates of theoperators control device 8, as determined by position of the handle I03.When starting air is thus supplied to the engine, the engine turns overin its astern direction- The directional interlock device it .thenresponds to rotation of shaft I in its astern direction to assume itsposition connecting the pipe 238 to the now vented ahead control pipeII, thus allowing release of the fuel cut-off cylinder device I'I sothat the fuel control shaft 4 will assume its Full fuel position, byaction of the spring 44,,at the same time causing the device 22, throughcam 3I'i, to maintain the device 2I, via the double check valve device23, conditioned to maintain connection between the pipe 322 and the pipe258. With fuel thus being suppliedto the engine, by virtue of positionof the fuel control shaft ts'aine willfire andfcau'se the engine ,29 torun thereon. The speed of the engine will tend to increase to a maximum,but the governor device 5, at this time set for idling speed, moves thefuel control shaft 4 to its Idling fuel position to limit operation ofthe engine to such idling speed. In moving to its Idling fuel position,the fuel control lever 4 causes the device 22 to be conditioned to ventthe pipe 301 to atmosphere, and since the pipe 238 is already so ventedat this time, the device 2I is thereby conditioned to vent the pipe 253to atmosphere, thus automatically causing the directional interlockdevice to assume its astern rest position and the starting air controlvalve device 28 to shut off supply of starting air to the engine. Thehandle I03 is then moved from its Astern Stop" position to Astern Runand idle whence it may be moved to or toward Full speed position forincreasing the speed of operation of the engine.

When the operator desires to stop the engine from operation in theastern direction, he will move the handle I03 to Stop position forsupplying fluid under pressure to the astern control Astern Star'position will cause release of fluid under pressure from the speedcontrol pipe 9 and thereby chamber 50 in the speed control motor 6 topermit adjustment of the tension of the speed control spring 44 to givethe idling speed setting of the governor device 5, and will also causerelease offluid under pressure from the ahead control pipe I I andsupply of fluid under pressure to the astern control pipe I2 and to thestart control pipe I20. Upon release of fluid under pressure from theaheadcontrol pipe II and charging of the astern control pipe I2, thepiston I62 will be caused to move to its astern position opposite tothat in which it is shown in the drawing, thereby effecting adjustmentof the valve device I4 to supply fluid under pressure to the chamber I42the pipe 238, to effect cutting off of the fuel supply to the enginethrough movement of the fuel control lever 4 to its Fuel off position.At the same time, fluid under pressure in the pipe 238 will flow via thecommunication I96 in the brake interlock device I9 to the controlchamber inthe valve device It which will respond to supply of fluidunder pressure to the brake cylinder chamber I10 and thereby effectapplication of the brake I5 for stopping the engine after cut-off offuel.

The ahead and astern control pipes II and I2 will both be charged withfluid under pressure when handle I03 is in Stop position. The piston I62in the cylinder device I3 will remain static, as therefore will thevalve device I4, the cam shift piston MI and the cam shaft 2 whichremains in its astern position. The pipes I58, I59 will remain ventedand charged, respectively, and the chamber I42 in cylinder device I 8and hence both pipes 333, 334 will remain so charged. With both of thepipes 333, 334 charged, the pipe 32I and hence the control chamber inthe interlock device 24 will be so charged. The device 24 is therebyconditioned for connecting the now vented start control pipe I20 to thepipe 322. Ihe pipe 258 will be vented to atmosphere by way of theinterlock device 2|, the pipe 322 and the start control pipe I20. Withthe pipe 258 vented, the directional interlock device I8 will thereforeremain in its astern rest position, the starting air control valvedevice 20 will remain in its cutoff position and the brake interlockdevice I9 will maintain the pipe 300, hence the control chambar in thevalve device I6, connected to the now charged pipe 238, so that saiddevice I6 will maintain the brake cylinder chamber I10 charged withfluid under pressure and the brake I5 applied.

Assume now that the engine is operating in the ahead direction, aspreviously described, with the operators control handle I03 in aposition between Ahead Run and idle position and "Ahead Full Speedposition and that it is 'desired to eifect a reversal in the directionof operation of the engine. The operator will then move the controlhandle I03 from the position it may be in at the Ahead side of Stopposition directly to the opposite side of Stop position and into theslot I26 to the Astern Start position. This movement of the handle I03to the and release of fluid under pressure from the chamber I43 in thecam shift cylinder device I0 whereby the cam shift piston I4I will moveto its position opposite to that in which it is shown in the drawing,and in so doing shift the engine cam shaft 2 to its astern position tocondition the engine for operation in the astern direction. Asaforedescribed, through operation of the inverse double check valvedevice in cooperation with the cam shift cylinder device II] the shiftinterlock device 24 is conditioned to intercept the start control pipeI20 and to hold the pipe 322 open to atmosphere while the cam shiftpiston MI is moving from one position to another, and upon attainment ofsaid piston in its astern position, said shift interlock device isconditioned to disconnect the pipe 322 from atmosphere and to connect itto the start control pipe I20.

At the time that the cylinder device I3 is thus set into operation tocause shift of the cam shaft 2 to its astern position and during suchshift, fluid under pressure from the charged astern control pipe willflow by way of the directional interlock device I8 to the pipe 238thence to the control chamber of the start interlock device 21 whichresponds to connect the pipe 322, vented to atmosphere via the interlockdevice 24, to the pipe 258, to the chamber 202 in the fuel cut-offcylinder device H which moves piston 2IiI' and causes the fuel controllever 4 to be moved to its Fuel 01f position for cutting off supply offuel to the engine, and to the control chamber of the valve device I6 byway of the communication I96 in the brake interlock device I9, therebyrendering said device I6 responsive to effect supply of fluid underpressure to the brake cylinder chamber I10 to apply the brake I5 fordecelerating the engine. The pipe 258, at this time being vented throughpipe 322 and communication I36 in the interlock valve device 24,conditions the brake interlock device I9 to allow for connecting thecharged pipe 238 to the control chamber of the valve device I6 forapplying the brake as above, conditions the starting air control valvedevice 20 to maintain the starting air cut-off to the engine, andconditions the directional interlock device I8 to remain in its aheadrest position.

At the time of attainment of the cam shaft 2 in its astern position, andas aforementioned, the interlock device 24 responds to connect thecharged start control pipe I20 to the pipe 322, whereupon fluid underpressure from said pipe I20 will flow through the pipe 322 and thecommunication I95 in the interlock device 2| into v the-brake interlockdevice I8 to disconnect the 3i a control chamber in the valve device 16from the pipe 238 and connect said chamber to atmosphere via the pipe30L thereby rendering said device iii operable to efiect release of thebrake i; and to cause the starting air control valve device 20 toeffectsupply of starting air to the engine. If the engine was brought toa complete stop by action of the brake l5, as above described, thestarting air thus supplied to the engine will promptly start turning theengine in the astern direction, otherwise the starting air willinitially act to bring the engine to a full stop from operation aheadand then start turning it over in its astern direction. a I

When the engine thus starts to turn over in the astern direction bystarting air, the shaft I will rotate in its astern direction and thedirectionalinterlock device It will respond to condition its valvemechanism to disconnect the pipe 238 from the charged astern controlpipe l2 and to connect said pipe 238 to the vented ahead control pipe ll. Fluid under pressure will then flow from the chamber 202 in the fuelcut-off cylinder device 22 and will thusallow the fuel control lever 4to assume its Full fuel positionunder the influence of the spring 44,thereby effecting supply of fuel to the engine, and through positioningof the cam 3", effect adjustment of the device 22 to maintain thecontrol chamber in the start interlock device 2| pressurized by way ofthe pipe the double check valve device 23 and the pipe 304, with thepipe 238 vented.

With fuel thus being supplied to the engine, such fuelwill fire andcause running of the engine in the astern direction at a speed whichwill be greater than that at which the engine was previouslyturningoveron starting air alone. The governor device}? will at this time,being set to maintain an idling speed of the engine, effect movement ofthe fuel control lever 4 out of its Full fuel position to itsfIdlingspeed position to regulate the fuel supply to the engine accord ing tothe speed setting of the governor device, will be appreciated fromprevious description. Again, asaforedescribed, upon the fuel controllever} attaining its idlingjfuel position, the cam 3|? will be sopositioned as to present its recess 319 to the stem 3I6, allowing thespring 3l2 inthe device 22 toclose the valve 3I0,=shut- I ting off thepipe 30'! from the supply pipe I51, and allowing fluid under pressurefrom the control chamber in the start interlock device 2| to release toatmosphere by way of the pipe 304, the double check valve device 23, thepipe 301, and, in the device 22, the chamber 301, open'ing 3 i l, thevalve 3l5, which is unseated by the pressure of such fluid, theohamber308, and the port 309. Itwill be appreciated that at this time the pipe238 connected to one inlet of the double check valve device 23 is alsoopen to atmosphere via the directional interlock device l8, andtherefore allows such release of fluid under pressure from the controlchamber of the start interlock device 2! to occur. 7 7

Upon the release of fluid under pressure from the control chamber in thestart interlock device 2! as above described, said device will respondas before to connect, via establishment of "its communication I96, thepipe 250 to the :pipe I98 and thereby to the atmosphere. With the pipes258 thus connected to the atmosphere, fluid tinder pressure will bereleased from-the-chamber 2 51in the directional interlock device i 8tocause retraction -ofi'ts slide 26 [,fromthe control chamsteeper;

. 32 I her in the starting air control valve device 20 which respondsthereto to out off the supply of starting air to the engine, and fromthe control chamber of the brake interlock device l9 which responds toconnect the control chamber of the valve device It to the pipe 238 nowopen to atmosphere, so that the brake l5 remains released. After theengine is running on fuel and the supply of starting air has thusautomatically been out off, the operator will move the handle I03 fromAstern Start to its Astern Run and idle position, incidentally ventingthe start control pipe [20 to atmosphere. To regulate the speed of theengine while running on fuel the operator may thenmove the handlebetween Run and idle position and Full speed as will be appreciated fromprevious description.

Summarizing, it will now be seen that in reversingthe engine from aheadto astern, the apparatus operates in response to movement of theoperators control handle I03 from the Ahead side of Stop position to theAstern" Start position in the slot I26, to effect shifting of the enginecam shaft 2 from its ahead position to its astern position to conditionthe engine for operation in its astern direction, and at the same timethe fuel is cut off and the brake applied in order that the engine maybe brought to a stop. At completion of the cam shafting operation andsubstantially at the time that the cam shaft 2 attains its asternposition, the brake on the crank shaft is released, starting air isadmitted to the engine to bring it to a full stop, un less alreadystopped, and to then start turning same over in its astern direction,and the directional interlock is brought in direction sensing operation.When the engine crank shaft starts to turn in its astern direction, thedirectional interlock device becomes conditioned to efiect release ofthe fuel cut-01f cylinder device l1, allowing the fuel to be suppliedtothe engine. Shortly after such supply of fuel, same fires and causesrunning of the engine at an increasing speed above that at which it wasbeing turned over on starting air alone. The speed governor deviceresponds to such increasing speed to effect adjustment in position ofthe fuel control lever, moving said lever from its Full fuel position toits Idling fuel position corresponding to the speed setting of thegovernor device. In movement of the fuel control lever to its"Idlingfuel position means 22, 2! are rendered effective for automaticallycutting off the supply of starting air. The engine is then running onfuel and the operators handle I 0-3 may be moved out'o'f its AsternStart position to Astern Run and idle position, venting the startcontrol pipe I20 to atmosphere, and thence to positions to "orintermediate the last named position and As'tern Full speed position toregulate the speed of the engine accordingly.

As aforedesoribed, when the governor device 5 responds to variations inits speed setting above its idling speed setting to move the fuelcontrol lever 4 in a range between Idling fuel and Full fuel position toregulate the speed of the engine accordingly, the cam 3 I 1 will movewith-said fuel control-lever and present the raised portion N8 of cam3!! to the stem 3l6i-which is thereby displaced inwardly of the'casingof the valvedevice 22. The device 22 thereby will be conditioned toestablish pressurization of the pipe 301', and thence, by way of'thedoublecheck valve device 23 and pipe 304, the control chamber in theinterlock device 21. So conditioned,

the interlock device 2I .Will be positioned connecting the pipe 258. tothe pipe 322, but the pipe 322 is vented to atmosphere via the device 24and the start control pipe I20 which is so vented at this time. Thestatus of the pipe 253 does not change at this time therefore, eventhough the interlock device does connect said pipe 253 to the pipe 32 2,and the starting air control valve device 20 remains-in positionconnectin the pipe 303 to atmosphere.

With the engine operating in the astern direction as just described, letit be assumed that the operator desires to cause operation of the enginein the ahead direction. To accomplish this he will move the controlhandle I03 from whatever position it may be occupying at the Astern sideof Stop position to the Ahead" Start position in the slot I21, foreffecting release of fluid under pressure from the astern control pipeI2 and from the sp ed control pipe 9 and for eifecting supply of fluidunder pressure to the ahead control pipe II and to the start controlpipe I20.

Since operation of the control apparatus in effecting a snap reversal ofoperation of the engine from its astern to its ahead direction issubstantially similar to operation previously described in regard to areversal in the opposite direction, that is from ahead to astern,detailed description of reversal to ahead will not be given.

Briefly, therefore, in response to supply of fluid under pressu e to theahead control pipe with the engine still running in the asterndirection, such fluid under pressure will flow via the di rectionalinterlock device I8 to the control chamber of the start interlock device21 to cause venting of the pipe 258, will flow to the fuel cut-elfcylinder device II to cause the fuel s pply to the engine to be cut offand will flow to the control chamber in the valve device I6 by way ofinterlock device I9 to cause the brake I to be applied. With the fuelsupply thus cut oil and the brake applied to the crank shaft I theengine may be brought to a stop.

At the same time that the above is occurring, in response to supply offluid under pressure to the ahead control pipe I I and venting of fluidunder pressure from the astern control pipe I2, the piston I62 in thecylinder device I3 will assume its position in which it is shown in thedrawing for conditioning the valve device I4 to effect supply of fluidunder pressure to the pipe I58 and venting of fluid under pressure fromthe pipe I59, whereupon the cam shift. piston MI will move to itsposition in which it is shown in the drawing, carrying the engine camshaft 2 with it and thereby conditioning the engine for operation in theahead direction. During movement of the cam shaft, the shift interlock24 is conditioned to out 01f the now charged start control pipe I fromthe pipe 322 and maintain the latter pipe open to atmosphere until saidcam shaft attains its aheadposition, at which time the shift interlockdevice 24 is conditioned to connect the start control pipe to the pi e322. Fluid under pressure will then flow from the pipe 322 intothe pipe258 by way of the start interlock device 2| whence it flows to thecontrol chamber of the brake interlock device I3 to cause release of thebrake I5, to the chamber 251 in the direc tional interlockdeviee 93 tocause shoe 26! to engage the crank shaft I, and to the control chamberofthe starting air control valve device. 20. o cause starting a r to besupplied to the engine ior' 'brinsing the engine to a complete stop 34from astern operation, if necessary, and for then starting it to turn inits ahead direction.

When the engine is thus caused to turn in its fuel position, therebycausing fuel to be supplied to the engine, which fuel thus supplied tothe engine will fire and cause running of the engine at increasing speedabove that at which same was turning over on starting air alone. At thesame time, in assuming its "Full fuel position, the fuel control lever 4will cause the device 22 to be con-' ditioned to efiect supply of fluidunder pressure from the supply pipe I5I to the pipe 301 thence by way ofthe double check valve device 23 to maintain the control chamber in thestart interlock device 2I pressurized to maintain the pipe 258 connectedto the pipe 322 at this time.

As the speed of the engine thus increases while being turned over bystarting air combined with fuel, the governor device 5 will respond tolimit such speed to an idling speed in accord with the speed of settingsaid device, and will move the fuel control lever A from Full fuel toIdling fuel position, as will be appreciated from previous description.In being caused to assume its Idling fuel position, t e fuel controllever 4 will carry the cam 3I'I to its position presenting the recess3H3 to the stem 3I6 of the device 22, allowing said l device to causeout 01f of the pipe 30'! from the supply pipe I5I and venting of saidpipe 30V- to atmosphere. With the pipe 238 already so vented, theventing of the pipe 30'I will cause venting of fluid under pressure fromthe control chamber of the start interlock device 2I, which responds tosuch venting from its control chamber to disconnect the pipe 258 fromthe pipe 322 and to connect said pipe 258 to atmosphere by way of thepipe I98. 7

With the pipe 258 thus vented to atmosphere, fluid under pressure isreleased from the control chamber in the brake interlock device I9,which responds to connect the pipe 300 to the now vented pipe 238 toallow for subsequent application of the brake I5 when desired, from thechamber 251 in the directional interlock device I3 to allow shoe 25I tobe retracted from the shaft I while said device maintains its ahead restposition, and from the control chamber in the starting air control valvedevice 2I, which responds to automatically terminate supply of startingair to the engine while same continues to run on fuel supplied thereto.

Speed of the engine may be increased or adjusted as aforedescribed, bymoving the handle I03 from Ahead Start position to and between Ahead Runand idle and Ahead Full speed positions.

The start control pipe I20 is again vented to atmosphere to prevent thedevice 20 from operating to supplystarting air to the engine duringrunning of same on fuel.

When it is desired to stop the engine while thus operating in the aheaddirection, as before, the handle I03 is moved to Stop position, therebyestablishing pressurization of both the ahead and astern control pipesII, I2 and venting of the speed control pipe 9 and of the start controlpipe I20 to atmosphere.

With pressure equalized on both sides of the

